Crankcase construction



May 4, 1948. J. J. WHARAM EI'AL 2,440,815

CRANKCASE CONSTRUCTION Filed Jan. 14, 1944 2 Sheets-Sheet 2 J. J WharamPIC, Bash'en I INVENTOR.

BY @6404 (ha Patented May 4, 1948 2,440,815

Company, Dearborn, Mich, a. corporationof, Delaware Application January14, 1944, Serial-N0. 518,215 7 Claims. (01. 134-6) This. inventionrelates to the. construction of With, these andiotherobjects in view,the-in, internal-combustion. engine crankcases; and, vention consistsin; the arrangement, construe! more particularly, to a crankcase or oilpan havtion, and combination of the various partsroi the ing a wet sumpdivided into a plurality of sepimproved device. as. described in thespecificae arate compartments. 5, tion, claimed in theclaimsandillustratedin the The object of this invention is to devise awet p y g drawings, in Which! sump crankcase. in which provision is madeto Figure l is: a. planview of the crankcase-oi this insure an adequatesupply of oil to the oil pump nventioneventhough the engine is operatingat a consid- Figure 215 Vertical longitudinal ec n t e erable angle ofinclination. Particularly in ord- 9- n.t ine- Z Q 'F nance equipment,such asv tanks and armored Figure 3:,isa vertical transverse sectiontaken cars, they conditions of use are such that a veon the line 3.-3:.of:Fi e hicle may be called upon tooperate for a consid- Figure 4islap tial planview of an endportion erable period of. time at angles upto 30 to-the of the-crankcase showing; the arrangement of the.

horizontal. In ordinary crankcase constructions overflow pipe takenSubstantially as d ca ed this necessarily results in av concentration ofoil by th'eline die-410i- Fi u e ,at, the low end of th pan may be in 5:iSa Vertical Section 601'- the front or back of the engine, dependingupon respondingto the portion,otthecnankcaseshown the sense of theinclination). Thus, it is not in Fi u e 4- possible to locate a singleoil intake in a position Figure B issa, vertical transverse section.taken in which it will always beimmersedin oil. The on the line.(if-61in Fi u a d win th inevitable result is that the oil pump undercerdrain-pl Construction tain extreme conditions will run dry; theengine Figures. 3 diagrammatic Views bearings will not be supplied withnecessary oil, showing the. operation of the crankcase when thea enginefailure i be accelerated vehicle. is. level, inclined forwardly andinclined The advantage of the present construction is rrwardly,respectively.

that by a few simple modifications, a conventioneferring toFigllres and2, Ill-indicates, a1 crankcase or oil pan may be so changed thatel'ally, a crankcase, Casting hailing a) p ll a supply of oil isavailable to the oil. intake and d flanges i2; by means of which it maybe oil pump and to the lubricating system of th attached in the usualmanner belowan engine engine under all operating conditions, Anotherblock All a e the typ f en e to advantage is t th Operation of devicewhich thiscrankcase has been adapted isshown entirely autgmatic and tafiected by t nin copending application Serial: No. 439,632 filed tionof the inclinationthat is, whether the en- April 1942; now Patent2,349,157- -This gjne is pointing upwardly or downward1y hut is aneight-cylinder V-typethe center lines of under all these circumstanceswill insure the @Ylmders being Shown dotted H1185 Supply of an adequatequantity f n to the n l3, and the center lines of: the bearings areinpump Y another advantage is that the, dictated by the dotted lines M.This will indicatevice which reahzes these b n fits is a compact therelative orientation of the particular crankunit which can beaccommodated directly on case and engine The Sump divided by a theengine crankcase, so that minimum f transverse wall. 15: into a frontchamber in ancichange is required and which is as dependable, a rearchamber ii'i, although the designation as in action as the conventionalpumps heretofore 011i and Year is: only relative as Construction used. Afurthe advantage is that the construc is equally applicable-in thereversev arrangement.

tion devised strengthens the crankcase construc- A front Engine extendsover from tion itself. Still another advantage is that the Chambertransverse Well 15 underecifi construction may be arranged, that neaththe engine :block so that oil from the front for purpose of service ordraining of the oil pan, lcylmclelsl Wm drain the pan into it can betreated the same as a conventional the real" Qhamb-al Pan Mel/31195011construction. While the construction shown may 50 in he fiell el f mfiQWil g 93 .81 fil be designed to operate under almost any angle when 1.8 n ine r ps hpl l zrdly. A somewhat of inclination, the limitingfactor is found in the Similar ine pan t9. :coyers substantially 411 @fanglev at which the tractive effect of the vehicle's the rear chamber l5:butcstops shorter-the transwheels or tracks decreases, which-forpractical verse'wajl-l 15 so that oil draining from therear purposesmaybetaken as 30. 56. four cylinders will flow into the rear chamber lil,

in the forward chamber I6 and a corresponding strainer 25 is located inthe rear chamber These strainers are of a conventional construction witha screen 26, and are supported on bosses 21 formed in the bottom of thecrankcase. An intake pipe 28 leads from the rear strainer 25 through thetransverse wall |5 (in which it is resiliently mounted) to the intakeport 29 f the'upper pump 22. Oil flowing therethrough is dischargedthrough the discharge port 3| of this pump to a' pipe 32 locatedexteriorly of the crankcase and reintroduced through an aperture 33 intothe forward chamber I6 of the sump. It is readily seen that oil isnormally drawn from the rear chamber I! by the upper pump 22 anddischarged into the forward chamber l6.

An intake pipe 34 leads from the front strainer 24 to the intake port 35of the lower pump 23. The oil supplied by the intake pipe '34 passesthrough the lower pump 23 to the discharge port 36 of the lower pump andthen through the bore 37 to an oil filter chamber 38 which includes aconventional filter element 39. The oil after passing through the filterelement enters the vertical duct 4| which communicates with a similarduct in the engine block connecting with the various oil lines leadingto the bearings and other mechanism to be lubricated. In the event thatthe oil filter should be clogged, a spring relief mechanism 42 isprovided, including a spring weighted plunger 43 which opens a channel44 leading directly from the oil filter chamber 38 to the vertical duct4| referred to before. It will thus be seen that oil is withdrawn fromthe forward chamber I6 and pumped, after filtering, directly to theengine supply line.

A further connection is provided between the front and rear chambersthrough an overflow pipe 45 (best shown in Figures 4-6, inclusive),whichis formed integrally with the crankcase. This overflow pipe has anopening 46 through the transverse wall I into the rear chamber I1;andopens into the forward chamber I6 through an L 41,.having ahorizontal opening 48 spaced a substantial distance above the floor ofthe crankcase. Thus any oil in the rear chamber above the level of thetop of the L 41 when the engine is level, will flow through the overflowpipe 45 to the forward chamber I6 until the-levels in both chambers areequalized. As the engine is inclined upwardly, the natural tendency ofthe oil is to flow toward the rear of the engine; but the oil in theforward chamber I6 is prevented from taking such a course by the frontpan l8 and cannot flow through the overflow pipe 45 after it reaches aminimum level for the particular degree of inclination defined by theelevation of the horizontal opening 48 in the L 41. However, when theengine is inclined downwardly, the oil from the rear chamber I1 isalways free to flow through the overflow pipe 45 to the front chamberIE.

The operation of the device will be clarified through reference toFigures 7-9, inclusive. Figure 7 represents the engine operating on aneven 4 keel in which the oil is withdrawn from the rear chamber I1 bythe upper pump 22 and discharged into the front chamber l6 through thepipe 32. The oil in the front chamber is pumped through the lower pump23 to the vertical duct 4| leading to the oil supply lines of the engineproper. Any excess oil in the forward chamber I6 not required for theengine, drains through the overflow pipe 45 to the rear chamber I1 andthe process is repeated. When the engine is inclined downwardly, asshown in Figure 8, the oil tends to flow to the forward portion of theengine. Under these conditions, the rear strainer 25 may be entirely outof oil in the rear chamber I'I, since any oil therein may flow throughthe overflow pipe 45 to the front chamber I6. Under these conditions,the upper pump 22 is inoperative but an adequate supply of oil isavailable in the forward chamber I6 and is pumped through the lower pump23 directly to the engine lines. The oil draining from the engine isdivided between the front and rear chambers as indicated by the arrowson the figure. In the event that the engine is inclined upwardly (asshown in Figure 9), the oil tends to move to the rear of the crankcase,and under ordinary conditions if the oil intake were'located in theforward end, the oil lines would be starved. Under these conditions,however, all of the oil draining from the engine is directed to the rearchamberalthough a portion may be trapped as at 49 but this can bedrained into the rear chamber I1 throughholes drilled in the engine panI9. The oil in the rear chamber is pumped through the upper pump 22 anddischarged into the front chamber. The level in the forward chamber ismaintained due to the elevation of the opening 48 in the L 41 of theoverflow pipe 45, while oil is withdrawn from the front chamber by thepump 23 and supplied to the engine.

From the diagrammatic showing, it will be apparent that regardless ofthe inclination of the engine, the pump will be supplied with anadequate amount of oil. This is attributable to the conjoint operationof the double pump and overflow pipe; and, at the same time, neithercompartment of the crankcase can have an oversupply of oil.

In order to drain both chambers of the crankcase simultaneously, a drainplug 5| is provided which screws into the tapped boss 52 at the lowpoint of the crankcase sump. The plug 5| has a shaft which extends intoa cut-away cylinder 53 which has an aperture 54 opening to the frontchamber I6 and an inside aperture 55 opening into the overflow pipe 45.The end of the plug 5| is piloted in a boss 56 on the overflow pipe 45.When the plug is screwed into position, it closes both apertures 54 and55 in the cylinder 53 and prevents oil from the overflow pipe fromentering the front chamber through it, or oil from either the overflowpipe or the front chamber draining out of the crankcase. Conversely,when the plug is removed, free passage is established between theoverflow pipe and the front chamber, and the oil is free to flow out..

Both pumps 22 and 23 are driven by the single shaft 57 from the enginecrankshaft or camshaft (the precise connection not being shown, as itdoes not form a part of this invention) and extends upwardly through theopening 58 in Figure 1. For purposes of clarity, the oil pump structureis not shown in Figures 1 or 2, but it will be quite clear from thesectional view in Figure 3.

Directional arrows are used throughout to indi- :ate the flow of oilthroughpthegvarious chambers, Jipes, and ducts referred to in thespecification.

The-operation of this' device'is believed to'b'e. ipparentfrom thedetailed description given'." It

s at once apparent that nomatterxwhat condi- ;ion ofoperation isencounteredwithin the limits 3f the tractive stability of thev vehicle,th'esoilpump is assured of a steady and continuous supply of oil to beforced. throughthe oil lines of :he engine.

Base with apair of co-operating .pumps-andan Jverfiow'device which isselferegulatingc Under all"conditions it'maintains a supply of oil for;he delivery pump whether the vehicle be in- :lined forwardly orrearwardly oris operating an a substantially even keel. The particularzcon-a struction used is compact and requires no particular complexityof mechanism or connection. it presents no operating difficulty and isfully as dependableso far as pump operation itself is :0ncernedas any ofthe conventional single pump arrangements, which are open, of course, tothe further objection of failure when an insufiicient supply of oil isforthcoming.

Some changes may be made in the arrangement, construction, andcombination of the various parts of the improved device withoutdeparting from the spirit of the invention, and it is the intention tocover by the claims such changes as may be reasonably included withinthe scope thereof.

The invention claimed is:

1. In an engine crankcase, a transverse wall intermediate the ends ofsaid crankcase, dividing said crankcase into a pair of chambers arrangedsuccessively longitudinally of said engine and This is obtainedby therelatively,;- simple construction shown, using adividedcranker ent:chambers-e arranged;- successively? longitudisv nallygofasaideengine;span meanstinterpcsedi b tweenr said-echambers andz'said enginerandtnormallysefiectiveEtoedirect .a 'maj 01 1322117 "of. th'e:-:oil

5,. dnaim'ng fromrsaid:engineintoone of-saidchame having a substantiallycontinuous fioor, oil defleeting means between said engine and saidchambers and normally directing the major part of the oil draining fromsaid engine on said oil deflecting means to one of said chambers andforming at least a partial closure for the other, chamber, a pump intakein said one chamber, a pump connected therewith effective to draw oiltherefrom and deliver it to said other chamber, a pump intake in saidother chamber, a second pump means eiiective to draw oil through saidlast-named pump intake and deliver it under pressure to said engine, aduct leading from the. bottom of said one chamber and discharging intosaid other chamber at a point remote from said transverse wallsubstantially spaced above the bottom of said other chamber and abovesaid oil intake in said other chamber, said duct efiective to permit thefree fiow of oil directly to said other chamber from said one chamberwhen the engine is tilted in one direction of inclination and to retaina minimum quantity of oil in said. other chamber when the engine istilted in the opposite direction of inclination.

2. The structure of claim 1 which is further characterized in that asingle drain plug is provided in said duct in said other chamber andco-operating as a closure with a passage in the wall of said ductbetween the interior of said duct and the interior of said other chamberand extending at least to the normal elevation of the bottom of said onechamber effective on removal to drain the oil from both said chamberstherethrough.

3. In an engine crankcase, a transverse vertical wall intermediatetheends of said crankcase, dividing said crankcase into a pair of independhere sand. forming'zatsr least a partial closure for; the otheresaidchamberralong said wa-ll, pumpw means.- mounted; 0n -'said -crankca'se*at one end-i thereof: externallya-of said chambers 'and' 'having z ,--apair-w ofgeari pumps; ,a= pipe leadingifronwsaidt oneichamber: to oneasaid gear pump; a discharge piperlcadingsfromnsaid onei-gear pumpi to:said: other chamber; a -piper leading? from said" "other chamber: torsaidother gear' pump-, discharge.

,means fromwsaid otheri'gear pump communicate ing-rwith-'-.-the,="oil.linesfiof :saidaengine, an enclos'ed duct integrally formed withsaidi-crankcaseiandw extendingealongfthe' bottom of said otherchambersubstantiallythe entire length of said other chamber, said ductopening through said transverse wall at one end communicating with thesaid one chamber adjacent the bottom thereof,

said duct opening to said other chamber at the other end of said duct,said opening being spaced a substantial distance above the bottom ofsaid chamber.

4. The structure of claim 3, which is further characterized in thatmeans is provided in said duct comprising an opening through the bottomof said crankcase, an opening between the interior of said duct and theinterior of said other chamber, and a single plug externally insertablethrough said first opening to serve as a closure for both said openingsand on removal to permit substantially complete drainage of oil fromboth said chambers through said first opening.

5. In an engine crankcase, a transverse vertical wall intermediate theends of a crankcase dividing said crankcase into a pair of chambers, adrain pan arranged between the engine and one of said chambers normallyeffective to direct oil draining from said engine into the second ofsaid chambers and preventing oil in said one chamber from flowing oversaid wall, pump means effective to pump oil from said second chamber anddeliver it to first said chamber, a second pump means effective to pumpoil from said first chamber and deliver it under pressure to saidengine, and a duct communicating directly between said chambers, saidduct opening into one chamber at a point substantially above the bottomthereof but permitting free fiow of oil between said chambers toequalize the 011 levels therein when said engine is substantially leveland the oil level is above said last-mentioned duct opening.

6. In an engine crankcase, a transverse vertical wall intermediate theends of crankcase dividing said crankcase into a pair of chambers, adrain pan arranged between the engine and one of said chambers normallyeffective to direct oil draining from said engine into the second ofsaid chambers and preventing oil in said one chamber from flowing oversaid wall, pump means effective to pump oil from said second chamber anddeliver it to first said chamber, a second pump means efiective to pumpoil from said first chamber and deliver it under pressure to saidengine, and a duct passing through said transverse wall between saidchambers, said duct opening into said second chamber at the bottomthereof and discharging into said first chamber at a point spaced asubstantial distance from the bottom thereof. I

'7. In an engine crankcase, a transverse vertical wail intermediate theends of said crankcase dividing said crankcase into a pair of chambers;oil deflecting means between said engine and said chambers forming atleast a partial closure for one of said chambers to prevent the oiltherein from flowing over said wall, pump means efiective to draw oilfrom the other said chamber and deliver it to said one chamber, a secondpump means efiective to draw oil from said one chamber and deliver itunder pressure to said engine, a duct extending through the dividingwall for the free flow of oil between said chambers, said duct enteringsaid other chamber adjacent the bottom thereof and discharging in saidone chamber at a point, substantially spaced from the bottom of said onechamber and remote from said dividing wall. 7

JOHN J. WHARAM. PAUL C. BASTIEN.

8 e nnrnnanons CITED The following references are of record in the fileof this patent:

UNITED STATES PATENTS Number Name Date 1,891,726 Radford Dec. 20, 1932FOREIGN PATENTS 10 Number Country Date 15,866 Great Britain May 13, 1907237,559 Great Britain Oct. 29, 1925 279,366 Germany Oct. 17, 1914 OTHERREFERENCES

